Carriages



R. N UTTIN G.

Running-Gear;

Patented July -14, 18-57.

",FETERS. PHONUTHOGRAPHER, WASHENGTON. D Q

UNITED STATES PATENT OFFICE,

RUFUS NUTTING, OF RANDOLPH, VERMONT.

MODE OF CONSTRUCTING GARRIAGES.

Specification of Letters Patent No. 17,805, dated July 14, 1857.

To all whom it may concern:

Be it known that I, RUFUS NUTTING, of Randol h, in the county of Orange and State of Vermont, have invented a new and Im roved Mode of Constructing Carriages; ancl I do hereby declare that the following is a full and exact description of the same, reference being had to the accompanying drawings and to the letters of reference marked thereon.

The nature of my invention consists in the construction of compensating springs for buggies and such carrlages as require but two s rings to support the body in such form t at a variety of pressure upon them shall not essentially vary their length also in so connecting two metallic or wooden springs and trigging rods or straps for carriages with the body and axletrees that they shall answer the fourfold purpose of springs, reaches, braces and rocker, thereby lessenin the expense and weight of the carriage, a owing the four wheels to be of equal size, and rendering it an easier conveyance for both the passenger and team.

To enable others skilled in the art to make and use my invention 1 will proceed to describe its construction and operation.

The wheels, axletrees, thills, and body may be constructed in the usual manner; the hind end of each spring A being firmly fastened to the upper side of the hind axletree B, near each end, by being bolted to a cross plate 0, which is held by the clasps d, or otherwise, they extend convergingly to the king-plate E, to which they are be ted, and through which the king-bolt F passes and is screwed into the forward axletree G, which should be made lower each side of the central 7 art as seen at G", G", that the springs may not hit it in turning the carriage. The chafing iron H has an ear I,

projecting from it on the inner side, to which the trigging rod or stra K, is connected in any substantial way, t e other end being connected to a bar or plate L, rojecting forward and downward about our inches or to a certain point which is always at a certain distance or the same distance from the ear I, however much the axletree B, may be made to roll by the depression of the springs, for the purpose of reventing any extension of the springs w on the wheel suddenly strikes any obstruction, and also for su porting the body in case the spring should reak. The central part of the forward axletree M, should be curved a little upon the upper side as seen at N, that thee asticity of the springs may not be restricted. The body may be connected by the spring bars 0, to the sprin s in the common way. The springs shou d be curved downward near each end just so much that in depressing them those parts below a straight line from one end to the other, P, shall increase in length just as much as that part above, R, decreases, and vice versa.

I am aware that springs have been applied so as to converge from near the extremities of the hind axle, to the fifth wheel on the front axle so as to obviate the necessity of the usual reach, and also that springs of double curvature for producing a compen- 1sating effect are in themselves not new;

What I do claim as new is 1. The arrangement of compensating springs, substantially as described and specified, with the front andrear axles, so that while the axles are retained in their proper positions, the action of the compensating spring prevents the spreading of the axles on one side of the vehicle, and thereby tends to preserve the accurate tracking of the hind wheels.

2. I also claim the combination of the guard with the hinder art of the springs, substantially as set fort and for the purposes above specified.

RUFUS N UTTING. 

